Draft and buffing gear for cars.



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EATENTEE SEPT. 29, 1903. I 0. WEIGHT 'E W., E. STEM. DRAFT AND EUEEING GEAR EOE GEES.

APPLIGATIN .'EI'LEDV MAR. 3, 1903.

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.DRAFT AND BUFFING GEAR POR GARS.

APPLICATION FILED MAB.. 3, 1903.

NO MODEL.

lill Fx n4: Nonms Peiks co. Prioraumo., vmsumzzouA nA c UNITED STATESV Patented September 29, 1903.

PATENT OFFICE.

I. oRvILLE WRIGHT, 0E BALTIMORE, AND WILLIAM II. STEM, or UNION BRIDGE, MARYLAND.

DRAFT-AND BUFFING VGEAR -FOR CARS.

.SPEGIFICATION forming' part of Letters Patent No. 740,349, dated September 29, 1903.

Application filed March 3, 1903. Serial No. 145,888. (No modem To all whom it may con/cern:

Be it known that We, l. ORvILLE WRIGHT, residing at Baltimore, and WILLIAM H. STEM, residing at Union Bridge, in the county of Carroll, State of Maryland, citizens of the Y United States, have invented new and useful Improvements inDraft and Bufflng Gears for Ca rs, of which the following is aspecicatiou.

The object of our invention is the provision of improved means for effectively transforming the momentum of a car or cars in drawing or bufling into the Work of compressing a spring or springs and the moving of metallic frictional surfaces one upon another and Without injury to the car underframing or body, said means to be simple in construction, ecient in operation, so arranged as to prevent recoil of the spring or springs, comprised of a suitable number of parts so assembled and arranged that repairs may be easily, cheaply, andquickly'effected'when necessary without takinga car to the shops, which shall be strong anddurable and notgliable to become deranged Vor inoperative, and which shall withal constitute a superior means for performing the requisite functions of a perfectdraft and bufinggear or rigging.

With this end or purpose in view our invention consists in certain novelties of con*- struction and the arrangement and combination of parts, as hereinafter set forth, and pointed out in the claims.

The accompanying drawings, which form a partA of this'specfcation, illustrate two examples of the physical embodiment of our invention constructed according to the best modes We have so far devised for the practical application of the principle.

Figure l is a longitudinal section of a carloor and of the draft-gear. Fig. 2 is a horizontal section of Fig. 1, taken on the central line of the draw-bar of the coupler. Fig. 3

is a half sectional end view and a sectional I Fig. 7 is a half end andl block. Figs. 1l, l2, and 13 are views of a modified construction of the draft and bung gear in which a single or compound spring is employed;

Referring to Vthe several figures', the numeral 1 designates the central stringere of the car-frame, which may be of any approved construction; 2,1the end sill; 3, the buffer- A blockyl, the metallic draft-sills, made of any suitable metal; 5, the carry-iron, castintegral with the draft-sills; 6, the angular changplate, alsocast integral; 7, the top tie-plate, which unites the draft-sills and which plate may be strengthened by ribs, as shown; 8 8,

the bottom tie-plates, both said top and botvdraw-barof the coupler; l5, an elongated slot lin the draw-bar; 16, the front friction block or Wedge; 17, the inclined face or surface of the block; 18, an elongated slot in the block; 19, the triangular friction block or Wedge 20, the

front frictional face; 2l, the rearfrictional face; 22, the bottom or horizontal frictional face or surface; 23, the rear friction block or wedge; 24, the inclined frictional face or surface; 25, the slot in the block; 26, the frictional under face of the top tie-plate, which is engaged by the top surfaces of the end Wedge-blocks; 27, the spring-cap having a top frictional surface engaged by the lower surface of the triangular block; 28, the coiled or helical springs; 29, the draw-bar yokes located, as shown, each side of the blocks 30, the end slots in the yokes; 3l, the central elon-` gated slot in each of the yokes; 32, the equalizing-pins;`33, the Cotter-pins, and 34 are the bolts which secure the draft-sills to the string- IOO bar of the coupler, the front equalizing-pin imparts movement through the yokes to the rear equalizing-pin. While the central oblong slot in the yokes is traveling over the central equalizing-pin, the yokes at the same time pull the frictional wedge or block 23 against the triangular wedge 19. `Wedge 16 being immovably held in position by the central equalizing-pin, the triangular wedge 19 is forced downwardly upon the spring or springs, and simultaneously there is caused a frictional resistance at the top surface of wedge 23 against the top tie-plate and on both inclined faces of the triangular wedge, aswell as a horizontal sliding frictional movement of one inch upon the spring-cap. When the firstjar or strain has been imparted to the spring or springs and the same have been compressed to the extent of one inch, the Wedge 23, as well as the front and rear equalizingpins, will have traveled the distance of one and three-fourths inches, which gives all the equalizing-pins a bearing against the draftsills, thereby preventing any further strain upon or compression of the spring or springs. When the draw-bar of the coupler is forced rearwardly in bufiing against the rigging, the oblong slots in both the draw-bar and wedge 16 travel over the front and central equalizing-pins, the wedge 16 being forced against the triangular wedge or block. The rear wedge being immovably heldin position by the rear equalizing-pin, it serves as a stop or abutment for the triangular wedge, thereby forcing the triangular wedge downwardly upon the spring or springs, causing a frictional resistance at the top of wedge 16 against the top tie-plate and on both inclined faces of the triangular wedge, as well as a horizontal sliding frictional resistance or movement of one inch upon the spring-cap. When the first jar or strain has compressed the spring to the extent of one inch, the front wedge and drawbar will have traveled one and three-fourths inches over the front and central equalizingpins, which causes all of the equalizing-pins to have a solid bearing againstvthe edges of the slots ofthe draft-sills, thereby taking the strain and preventing further compression of the spring or springs. When either a push or draft is made on the coupler and draw-bar, frictional resistance at four places is occa'- sioned-viz., at the top of either of the wedges 16 or 23 and the under surface of the top tieplate,fdepending entirely upon which direction the draw-bar moves, as one of the wedges is stationary, while the other is in mot-ion. The additional three frictional resistances are on the three sides or faces of the independent triangular-shaped wedge or block, and these frictional resistances prevent an-yperceptible recoil of the spring or springs.

The entire draft-rigging can be applied, replaced, or repaired very quickly and with facility. It can be applied by simply bolting the draft-sills to the stringers of the car. l' The i spring or springs may be placed in position wedges through either the back or front of the pocket. The wedges 16 and 23 may be adjusted in position through the ends of the pockets and where they are held by the equalizing-pius, which latter can be put in from either side of the draft-sills through the oblong slots or holes in the draft-sills, drawbar, yokes, and wedges. The draw-bar of the coupler is adjusted by inserting the same between the front ends of the draft-sills, which include the carry-iron and buer angle-plate, and between the yokes,where it will contact with the front square face of the wedge 16. Then the front equalizing-pin is inserted from either side through the-oblong slots in both sides of the draft-sills and through the yokes and draw-bar. Each of the equalizing-pins is held in position by spring-comers on each side, as shown on the`drawings. Any of the above-mentioned parts,including the coupler,

may. be easily replaced by the removal of either of the three equalizing-pins, as may be required, thereby reducing both the time and labor necessary in removing or replacing any ofthe constituent parts as compared with the time and labor requisite in adjusting the parts of other Well-known types of draft-rigging. e

From the foregoing description, taken in connection with the drawings, it becomes obvious that we have produced a draft and buffing gear or rigging which fulfils all the conditions set forth as the purpose and end of our invention.

While we have illustrated and described only two examples of the physical embodiment of our invention, we do not thereby intend to limit the scope of the same to the said specific examples, .inasin uch as the principle may be applied in other forms and by other modes. Parts of the means shown may be used to the exclusion of other parts and substitutions for certain elements be made at will, also other dimensions and shapes of the elements be devised and parts shownjntegral be made in two or more pieces and other changes, modifications, omissions, additions, and alterations be introduced at the choice of the manufacturer without constituting substantial departures.

What we claim as new, and desire to secure by Letters Patent, is-

l. The combination in a draft and bufting gear, of a coupler a plurality of separate metallic movable elements frictionally engaging non movable elements; and a spring or springs holding said elements in frictional contact; said spring or sp1-ings being located IIO iu a horizontal plane at one side of and parallel with/the plane of the movable elements and adapted to be compressed in a vert-ical plane in drawing or buffing.

2. .The combination in a draft and buing gear having three separate movable frictional elements, of a coupler; one movable element vfrictionally engaging a non-movable element and a movable element; and a spring'or springs located in a horizontal plane at one side of the plane of the movable elements and adapted to be compressed in a vertical plane by the last-mentioned movable element in the act of drawing.

3. The combination in a draft and bufting gear having three separate movable element-s, of a coupler; one movable element frictionally engaging a non-movable element and a movable element; and a spring or springs located in a horizontal plane one side of the plane of the movable elements and adapted to be compressed vertically by the last-mentioned movable elementiu the act of bnfting. Y 4;. The combination in a draft and buing gear, of a coupler; two separate movable elements in frictional engagement with a nonmovable element and a vertically-movable element; and a spring or springs adapted to be compressed by the movement of the lastmentioned movable element.

5. The combination in a draft and bufiing gear, of a coupler; a triangular movable friction block or wedge; aspring or springs; and two separate movable elements for engaging the said block and causing it to compress the spring or springs in the act of drawing or bufting.

6. The combination in a draft and bufting gear, of a coupler; a triangular movable friction-block; a separate movable block located in the rear of the triangular block and having a surface engaging one of the surfaces of the triangular block; and a spring or springs adapted to be compressed by the triangular block in the act of drawing.

7. The combination in a draft and bufng gear, of a coupler; a triangular movable friction-block; a separate movable block located in front of the triangular block and having a surface engaging a surface of the triangular block; and a spring or springs adapted to be compressed by the triangular block in the act of buing.

8. The combination in a draft and bufing gear, of draft-sills having slots; equalizingpins located in the slots; draw-bar yokes located between the draft-sills a draw-bar and lcoupler; movable friction-blocks; and a spring or springs; two of the pins having longitudinalmovement within the slots of the sills.

9. The combinaton'with a draft and buffing gear, constructed substantially as described, of a triangular block, a front block with an inclined face, a separate rear block with an inclined face, and a spring, said triangular block being movable in a vertical plane in drawing and bufting and adapted to compress the spring vertically.

10. The combination with a draft and buffing gear, constructed substantially as described, of a triangular friction-block, a front block, a rear block, a spring or springs, slotted yokes, slotted draft-sills, pins located within the slots of the yolres and draft-sills, and a draw-bar and coupler.

1l. The combination with a draft and buffing gear, constructed substantially as described, of slotted yokes, draft-sills having slots, eqnalizing-pins in the slots of the sills, friction-blocks, a spring, and a draw-bar.

12. The combination in a draft and buftlng gear,of slotted draft-sills; slotted friction-v blocks; a slotted draw bar; slotted yokes; pins within the slots of the draft-sills, blocks, draw-bar and yolres; and a spring adapted to be compressed by the movement of one of the friction-blocks.

13. The combination with a draft and buding gear, of two draft-sills each having three slots the end slots being elongated;.a top plate 7 uniting the sills; a spring-cage united to the two draft-sills; slotted friction-blocks; a slotted draw-bar; slotted yokes; and a spring and equalizing-pins; said pins being located Within the slots of the several slotted elements.

14. The combination with a draft and buffing gear, of draft-sills having slots l2, 11, 12'; a slotted draw-bar; slotted blocks; a spring; slotted yokes located between the draft-sills; and three pins 32, the front and rear pins bef ing movable within the slots in the draft-sills.

I. ORVILLE WRIGHT. WILLIAM H. STEM.

Witnesses:

Gno. T. GUNsToN, J. W. LITTLE.

IOO 

